Flying wing having ground-effect takeoff and landing

ABSTRACT

Aerodyne for the transoceanic transport of freight, with a thick profile flying wing between thin longitudinal panels disposed in the direction of normal travel and provided at the bottom with transverse flaps adapted to project downwards or be retracted, one transverse flap being near the leading edge of the wing while other flaps are in an intermediate position and in a rear position, the said transverse flaps when in the downwardly extended position cooperating with the wing undersurface, the longitudinal panels and an intermediate longitudinal bulkhead, to form a space which acts as a cushion fed by pressure fluidinjection means. The latter comprise a static pump which is uncovered by the downward movement of the leading edge flap. The pressure fluid supply is provided solely at the front of the cushion, allowing action on the thrust center of the ground effect by means of the set of intermediate flap and rear flaps.

United States Patent [151 3,646,486

Ber-tin Feb. 8, 1972 [541 FLYING WING HAVING GROUND- 2,978,205 4/1196] David .244/23 3 EFFECT TAKEOFF AND LANDING [72] Inventor: Jean Henri Bertin, Neuilly-sur-Seine,

France [73] Assignee: Bertin 8r Cie, Plaisir, France [22] Filed: Mar. 24, 1970 21 Appl. No.: 22,355

[30] Foreign Application Priority Data Mar. 24, 1969 France ..6908543 [52] US. Cl. ..244/l2 R, 244/23 R [51] Int. Cl ..B6l1 v 3/08 [58] Field oiSearch ..244/23, 12, 42

[56] References Cited UNITED STATES PATENTS 3,117,643 1/1964 Cockerell ..244/23 R 3,342,278 9/1967 Cocksedge ..244/l2 R 3,275,266 9/l966 Cockerell.... ....244/42 R 3,273,826 9/1966 Jackson ..244/42 CA Primary Examiner-Milton Buchler Assistant Examiner-Steven W. Weinrieb Attorney-Brufsky, Staas, Breiner & Halsey ABSTRACT Aerodyne for the transoceanic transport of freight, with a thick profile flying wing between thin longitudinal panels disposed in the direction of normal travel and provided at the bottom with transverse flaps adapted to project downwards or be retracted, one transverse flap being near the leading edge of the wing while other flaps are in an intermediate position and in a rear position, the said transverse flaps when in the downwardly extended position cooperating with the wing undersurface, the longitudinal panels and an intermediate longitudinal bulkhead, to form a space which acts as a cushion fed by pressure fluid-injection means. The latter comprise a static pump which is uncovered by the downward movement of the leading edge flap. The pressure fluid supply is provided solely at the front of the cushion, allowing action on the thrust center of the ground effect by means of the set of intermediate flap and rear flaps;

7 Claims, 5 Drawing Figures FLYING WING HAVING GROUND-EFFECT TAKEOFF AND LANDING This invention relates to an aerodyne consisting essentially of a flying wing arranged to take maximum advantage of the ground efiect for takeoff and landing, with the formation of an air cushion beneath the wing, the aerodyne being designed more particularly for freight transport over large expanses of sea, using large capacity craft (of several hundred tons but of a very simplified structure).

According to the invention, the aerodyne comprises a thick profile rectangular wing extending between thin longitudinal panels disposed in the normal direction of travel and provided at the bottom with movable transverse flaps which can be extended downwardly or retracted into the wing profile.

Preferably, the downward movement of the flaps disposed near the leading edge of the wing uncovers a compressed gasirijection means acting as a static pump to supply cushions bounded by the undersurface of the wing, the longitudinal panels and the transverse flaps.

When operating on an air cushion, the combination of the flaps with the longitudinal panels bounds at least four, and preferably six chambers, whose independent supplies along the span and in series depending upon the depth of the wing provide outstanding trim stability and the possibility of obtaining suitable positioning of the ground effect thrust by actuating the flaps. The pressure beneath the rear of the wing can thus be lower than in the forward compartments and this in combination with the possibly advanced position of an intermediate flap enables the thrust centers to coincide in every case of transitional flight.

As a result of the very high aerodynamicstability provided by such an arrangement, the bottom and possibly submerged projecting parts can be thin. The stability requires no direct reaction of the water on the structures either dynamically or statically.

The aerodyne is advantageously propelled by a plurality of free or faired screws situated, for example, towards the rear of I the wing, between its upper surface and a transverse horizontal profile.

According to an important feature of this invention, the cushion starts at the front near the leading edge of the wing but can preferably terminate at the rear forwardly of the trailing edge to ensure that the thrust center of the cushion coincides with the thrust center of the wing.

The invention will be more readily understood from the following description with reference to the accompanying drawings, which are given solely by way of example without limiting force.

FIGS. 1 and 2 are respectively diagrammatic front and top plan views of an aerodyne according to the invention.

FIG. 3 is a section on the line III-III in FIG. 2.

FIGS. 4 and 5 are partial sections diagrammatically illustrating a detail of operation. I

The aerodyne illustrated in FIGS. 1, 2 and 3 consists essentially of a thick rectangular wing 1, inside which are provided loading holds 2 for freight, an engine compartment 3, fuel tanks, and so on. The longitudinal panels 4-4 are secured to the ends of the wing 1 in the normal direction of travel and project considerably around the entire profile of the wing I, and the panels 4 may terminate at the rear in rudders 5.

When stationary, and at very low maneuvering speeds, the craft floats on the water by means of the bottom part of the wing. One or, preferably two bulkheads 7 and 7', together with the said panels, the undersurface of he wing and the surface of the water, define two or, preferably, three bottom longitudinal chambers 8, 8', 8".

For skimming flight with a ground effect, transverse flaps l0, l1 and 12 respectively disposed near the leading edge of the wing, forwardly of its trailing edge, and an intermediate position between these positions, are extended downwardly as will be apparent from FIG. 3. These transverse flaps extend between the longitudinal panels 44 and the bulkheads 7 and 7, the front and rear flaps l0 and 11 closing the bottom longitudinal chambers 8, 8', 8" at the ends, while the intermediate flaps l2 subdivide said chambers into four or six juxtaposed compartments intended for stability of the craft in respect of rolling and pitching. The six-chamber arrangement is preferable for transverse stability.

As will be apparent from FIG. 5, downward extension of the front flap 10 reveals a compressed gas injection noule 13 which, using the space 14 of an appropriate shape and volume between the flaps l0 and the wing I as a static pump mixer having its intake at 15 at the leading edge of the wing, enables pressure fluid to be supplied to the chambers 8.

For flying at altitude, the transverse flaps are retracted into the wing profile, as shown in FIG. 4 in respect of the front flap 10. It will be seen that the upstream part of the static pump 13 is concealed by this flap 10 which restores the profile of the wing 1 when the craft assumes the aerodyne configuration.

The above-described craft operates as follows:

When the flaps 10, 11 and 12 are down, the gas producer feeding the air cushions via the static pumps 13-14 is put into operation. After being lifted, the craft then assumes speed under the action of its power units 16. After a certain speed, the front flaps 10 start to close and the output of the gas producers is reduced. The general ground effect on a large size wing enables this transition to be carried out very progressively. Finally, after a given characteristic speed, the craft assumes the aerodyne configuration with an overall fineness which increases in proportion to the elimination of any drawing of auxiliary air and as the wing profile is made as natural as possible by retraction of all the ancillaries (flaps etc. i

If the front flaps 10 are situated near the leading edge of the wing 1, the rear flaps 11 are preferably disposed forwardly of its trailing edge as indicated hereinbefore and as will be apparent from FIG. 3. The object of this arrangement is to bring the thrust center of the air cushion into coincidence with the aerodynamic thrust center of the wing I in order to avoid any disturbance on transition from skimming flight to free flight and vice versa, by using in combination the differential pressure effect produced between the front and rear compartments of the air cushion by the set of flaps l2 and 11.

The embodiment described is of course only one example and may be modified, more particularly by the substitution of equivalent technical means without thereby departing from the scope of the invention.

What is claimed is:

1. In an aerodyne having a thick profile flying wing with protruding side panels and at least one intermediate bulkhead extending longitudinally in the direction of normal travel, movable transverse flaps adapted to project downwards from the bottom of said wing or be retracted into the wing profile, at least one of said transverse flaps being disposed near the leading edge of the wing while other flaps are disposed respectively in an intermediate position and in a rear position, the said transverse flaps when in the downwardly extended position cooperating with the wing undersurface, with the said longitudinal side panels and with the said longitudinal intermediate bulkhead, to form a cushion space, the improvement which comprises pressure fluid-injection means positioned at the said leading edge and opening into the said cushion space and comprising a maskable static pump-type air-inducing injector associated with the said leading edge flap to be unmasked by the downward movement thereof, whereby the pressure fluid supply for the said cushion space is provided at the front thereof ahead of'the said intermediate and rear flaps.

2. An aerodyne according to claim 1, wherein the said flying wing is of a general rectangular shape in plan view.

3. An aerodyne according to claim 1, wherein the said cushion space starts at its front adjacent the lea,ing edge of the wing and terminates at its rear at a distance forwardly of the trailing edge thereof.

4. An aerodyne according to claim 1, wherein said air-inducing injector comprises, when unmasked, a downwardly extending openended duct for the flow of induced air, said duct having an upper air intake end adjacent said wing leading edge the rear surface of said leading edge flap when in downwardly extended position.

7. An aerodyne according to claim 6, wherein said intake and discharge ends of said duct are substantially blinded by said leading edge flap when in upwardly retracted position. 

1. In an aerodyne having a thick profile flying wing with protruding side panels and at least one intermediate bulkhead extending longitudinally in the direction of normal travel, movable transverse flaps adapted to project downwards from the bottom of said wing or be retracted into the wing profile, at least one of said transverse flaps being disposed near the leading edge of the wing while other flaps are disposed respectively in an intermediate position and in a rear position, the said transverse flaps when in the downwardly extended position cooperating with the wing undersurface, with the said longitudinal side panels and with the said longitudinal intermediate bulkhead, to form a cushion space, the improvement which comprises pressure fluid-injection means positioned at the said leading edge and opening into the said cushion space and comprising a maskable static pump-type air-inducing injector associated with the said leading edge flap to be unmasked by the downward movement thereof, whereby the pressure fluid supply for the said cushion space is provided at the front thereof ahead of the said intermediate and rear flaps.
 2. An aerodyne according to claim 1, wherein the said flying wing is of a general rectangular shape in plan view.
 3. An aerodyne according to claim 1, wherein the said cushion space starts at its front adjacent the leading edge of the wing and terminates at its rear at a distance forwardly of the trailing edge thereof.
 4. An aerodyne according to claim 1, wherein said air-inducing injector comprises, when unmasked, a downwardly extending open-ended duct for the flow of induced air, said duct having an upper air intake end adjacent said wing leading edge and a lower pressure fluid discharge end opening into said cushion space at the front thereof.
 5. An aerodyne according to claim 4, wherein said duct is bounded by two opposite transversely extending walls, one of said walls being a surface of said leading edge flap.
 6. An aerodyne according to claim 5, wherein said surface is the rear surface of said leading edge flap when in downwardly extended position.
 7. An aerodyne according to claim 6, wherein said intake and discharge ends of said duct are substantially blinded by said leading edge flap when in upwardly retracted position. 